JP2002161966A - Fluid control device for drive unit - Google Patents

Abstract

(57) [Summary] [PROBLEMS] To realize temperature adjustment of a fluid for a drive device with relatively simple equipment. SOLUTION: Fluid (oil) for a drive device is a switching valve 4.
The bypass pipe 42 selectively circulated through the pipes 8 and 50 is
The heat exchange section 44 is disposed so as to be in contact with the outer surface of the case of the rotary motor 14, and is capable of exchanging heat with the rotary motor 14. Heat is exchanged between the oil conveyed in the bypass pipe 42 and the rotary motor 14, and the rotary motor 1
The oil is heated by utilizing the heat generated in Step 4.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a device for controlling a drive fluid used for operating a vehicle drive, and more particularly to a device for controlling and managing the temperature of the drive fluid.

[0002]

2. Description of the Related Art Many vehicle driving devices include a transmission that converts the rotation speed of a prime mover into an appropriate rotation speed and makes the rotation speed suitable for driving a vehicle. The transmission includes a power transmission mechanism such as a gear, and a fluid for performing lubrication enters the transmission.

As one of the transmissions, there is known an automatic transmission in which a torque converter and a gear transmission are combined. In this automatic transmission, a working fluid for transmitting power in a torque converter, a working fluid for controlling the operation of a clutch or a brake for selecting a gear position in a gear transmission, and the fluid for lubrication are commonly used. Is used.

[0004] By the way, a heater is provided in the path of the drive fluid, or while the temperature of the drive fluid is high, it is stored in a tank separate from the drive in which it is used. It is preferable to discharge the fluid to the drive device when starting the prime mover, because the fluid for the drive device can be quickly heated to a temperature suitable for operation.

[0005]

However, installing such a dedicated heater or tank newly increases the manufacturing cost. On the other hand, various configurations have been proposed in which the exhaust heat of a drive motor of an electric vehicle is used for heating the interior of a vehicle (for example, JP-A-8-197937 and JP-A-8-197937).
It is convenient if the exhaust heat of the electric motor can be used for heating the fluid for the driving device.

SUMMARY OF THE INVENTION It is an object of the present invention to realize temperature adjustment of a fluid for a driving device with relatively simple equipment.

[0007]

According to a first aspect of the present invention, there is provided a device for controlling a fluid for a drive device used for operating a drive device for a vehicle, the fluid being connected to the drive device and being conveyed to the drive device. A fluid control device for a drive device, wherein a fluid path to be performed is disposed so as to be able to exchange heat with an electric motor.

In the first aspect of the present invention, heat exchange is performed between the drive device fluid conveyed in the fluid path and the electric motor. Therefore, the drive device fluid is added using heat generated by the electric motor. Can be warmed.

According to a second aspect of the present invention, there is provided a device for controlling a fluid for a drive device used for operating a drive device for a vehicle, the device being connected to the drive device and having a first path through which the fluid for the drive device is conveyed. A first path arranged to be able to exchange heat with the electric motor, and a second path connected to the driving apparatus and to which the fluid for the driving apparatus is conveyed, wherein the first path is arranged so as to be unable to exchange heat with the electric motor. A fluid control device for a driving device, comprising: a second path; and a switching valve that is intermittent with the first path and the second path.

In the second aspect of the present invention, the first path that can exchange heat with the electric motor and the second path that cannot exchange heat with the electric motor are interrupted by a switching valve. Therefore, in the second invention,
The heating of the fluid for the driving device by the heat of the electric motor can be selectively executed as needed.

According to a third aspect of the present invention, there is provided a control device for a fluid for a driving device according to the second aspect of the present invention, wherein a switching valve control means for controlling the switching valve and a temperature for detecting a temperature of the fluid for the driving device. A switching device control device, wherein the switching valve control device controls the switching valve in accordance with the temperature detected by the temperature detecting device.

In the third aspect of the present invention, the switching valve is controlled in accordance with the temperature of the driving device fluid. Therefore, in the third aspect of the present invention, the heating of the drive fluid by the heat of the electric motor is performed by:
It can be selectively executed according to the temperature of the drive fluid.

According to a fourth aspect of the present invention, there is provided the fluid control apparatus for a driving device according to any one of the first to third aspects of the present invention, wherein the control means controls the electric motor, and the state detection detects a state of the vehicle. And a controller, wherein the controller controls the electric motor in accordance with the detected state of the vehicle.

According to the fourth aspect of the present invention, since the electric motor is controlled in accordance with the detected state of the vehicle, the heating of the fluid for the driving device can be executed at an appropriate timing in consideration of the state of the vehicle.

The electric motor in the present invention is preferably a motor for driving a vehicle as in the fifth present invention. Also,
It is preferable that the drive device in the present invention is a fluid pressure mechanism as in the sixth invention and a transmission as in the seventh invention. In the present invention, it is clear that it is preferable to heat the drive device fluid by heat exchange between the electric motor and the fluid path.

[0016]

Embodiments of the present invention will be described below with reference to the drawings. FIG. 1 shows a schematic configuration of a vehicle drive device 10 according to the embodiment. The vehicle drive device 10 has a liquid-cooled internal combustion engine 12 and a rotary electric motor 14 as prime movers. Internal combustion engine 12 and rotary electric motor 1
The power shaft 4 can be connected and disconnected by a clutch 16. The rotary motor 14 is a synchronous motor generator, and when the output required by the driver is low, that is, when the operation amount of the accelerator is small, or when the internal combustion engine 12 is running at a low speed with low efficiency, electric power is supplied from a battery (not shown). Supplied, it functions as an electric motor and drives the vehicle. Further, the rotating electric motor 14 is driven by the inertia of the vehicle or the internal combustion engine 12 and functions as a generator to charge the battery when the vehicle is braking or when the charged amount of the battery is reduced. The clutch 16 is disengaged, for example, when the vehicle is driven only by the rotary electric motor 14, and causes a pump loss of the internal combustion engine 12,
Reduce the occurrence of friction loss.

The output of the internal combustion engine 12 or the rotary electric motor 14 is sent to an automatic transmission 18. The automatic transmission 18 includes a fluid transmission mechanism, a transmission mechanism, and a control mechanism. In the present embodiment, the fluid transmission mechanism is the torque converter 20,
Preferably, it has a direct connection function. The transmission mechanism is a gear transmission unit 22 including a plurality of planetary gear mechanisms, and the gear transmission unit 22 also includes a clutch and a brake that restrict movement of each element of each planetary gear mechanism. These clutches and brakes are controlled by selectively supplying working fluid from a fluid pressure control unit 24 as a control mechanism. The output of the gear transmission unit 22 is transmitted by the propulsion shaft 26 toward the drive wheels. The aforementioned torque converter 2
The direct coupling function of 0 is achieved by providing a direct coupling clutch that mechanically couples the input and output of the torque converter without using a fluid.

An auxiliary rotating electric motor 30 is further connected to a power shaft of the internal combustion engine 12 via a transmission mechanism 28.
The transmission mechanism 30 may be an endless flexible member such as a belt or a chain, or a gear train. The auxiliary rotating motor 30 functions as a generator when the internal combustion engine 12 is operating,
It charges an auxiliary battery (not shown) that supplies power to internal combustion engine accessories and electric components of a vehicle, and supplies electric power directly to the electric components and the like. In addition, the auxiliary rotating motor 30 is
When the internal combustion engine 12 is started, it receives power from the auxiliary battery and functions as an electric motor.

The coolant of the internal combustion engine 12 is formed by the internal combustion engine 12, the radiator 32, and the coolant pipe 34 connecting these, and flows through the cooling circuit. The heat generated in the internal combustion engine 12 is carried to the radiator 32 by the cooling liquid, and is radiated therefrom to the atmosphere.

In the automatic transmission 18, the lubricating fluid for the entire automatic transmission 18, the working fluid for mediating the power transmission of the torque converter 20, and the working fluid for operating the clutch and brake in the gear transmission section 22 are common. Fluids are used. Hereinafter, this fluid is referred to as ATF (Automatic
Transmission Fluid). The ATF is supplied to each unit of the automatic transmission 18 via the fluid pressure control unit 24 by a mechanical oil pump 36 built in the gear transmission unit 22. Further, a part of the ATF is sent to the radiator 32 by the ATF pipe 38, where heat exchange is performed with the coolant, and returns to the inside of the oil pan of the automatic transmission 18 again. The cooling liquid is controlled at approximately 90 ° C., and when the ATF is overheated, the ATF is cooled in the radiator 32. When the internal combustion engine 12 is warmed up first, the ATF is heated in the radiator 32 by the coolant.

The mechanical oil pump 36 is connected to the internal combustion engine 12
Or it is on the drive side of the torque converter 20 driven by the rotary motor 14. Therefore, the vehicle drive device 1
In some cases, such as when 0 is stopped, or when the vehicle is running only with the rotary electric motor 14 and the vehicle is at a very low speed or stopped, the discharge amount of the mechanical oil pump 36 cannot be sufficiently ensured. For such a case, the vehicle drive device 10 includes an electric electric oil pump 40. The operation of the electric oil pump 40 is controlled by a control unit 52 described later according to the running state of the vehicle. Switching between the supply sources of the mechanical oil pump 36 and the electric oil pump 40 is achieved by a switching check ball mechanism (not shown), and ATF is supplied from one of the pumps connected to the switching check ball mechanism. Then, the check ball operates so as to close the other supply hole by the pressure, whereby the supply source is switched to the other pump. AT that has passed the switching check ball mechanism
F is sent to the fluid pressure control unit 24.

In the middle of the ATF pipe 38, the radiator 32
A bypass pipe 42 is provided so as to bypass the bypass.
The bypass pipe 42 is disposed so as to be in contact with the outer surface of the case of the rotary motor 14 at the heat exchange section 44,
The heat exchange with the rotary electric motor 14 is enabled. Heat exchange section 4
As 4, various structures known as a heat exchanger, such as a steel tube structure, can be selected.

At the branch point between the bypass pipe 42 and the ATF pipe 38, switching valves 48 and 50 are provided. The ATF circuit constituted by the bypass pipe 42 is hereinafter referred to as a bypass circuit. The ATF pipe 38 on the radiator 32 side with respect to the switching valves 48 and 50 is hereinafter referred to as a main circuit.
The switching between the main circuit of the ATF and the bypass circuit is performed by a switching valve 4.
8, 50. The switching valves 48 and 50 select the bypass circuit when the rotary electric motor 14 is operating, and supply the ATF to the bypass pipe 42 including the heat exchange unit 44, so that when the vehicle drive device 10 is started, The heated ATF is supplied to the fluid pressure control unit 24 to speed up the warm-up of the automatic transmission 18. In addition, switching valves 48 and 50
Does not supply the ATF to the fluid pressure control unit 24 through the bypass pipe 42.

The running state of the vehicle, including the operating state of the vehicle drive unit 10, is detected by the output signals of various sensors provided in each part of the vehicle and the calculation of the control unit 52. The running speed of the vehicle, that is, the vehicle speed is calculated by the control unit 52 based on the output signal of the vehicle speed sensor 54 provided on the propulsion shaft 26, wheels, and the like. AT representing the temperature inside the automatic transmission 18
The temperature of F is calculated by the control unit 52 based on the output signal of the transmission temperature sensor 56 provided in the fluid pressure control unit 24. The SOC (State Of Charge) of the battery (not shown) is determined by an SOC sensor 68 provided in the battery.
Is calculated by the control unit 52 based on the output signal of. The temperature of the rotary electric motor 14 is calculated by the control unit 52 based on an output signal of a motor temperature sensor 58 provided in the rotary electric motor 14.

An outside air temperature sensor 62 for measuring the temperature of the environment where the vehicle is placed, that is, the so-called outside air temperature, is provided at a predetermined portion of the vehicle. The control unit 52 calculates the outside air temperature based on the output signal of the outside air temperature sensor 62.

Further, the temperature in the automatic transmission 18 at the time when a predetermined time has elapsed after the driving of the vehicle drive device 10 is stopped is stored in the storage section 64. This stored temperature is used for estimating the temperature at the next start. Vehicle drive device 10
A signal from an ignition switch 66 for controlling start and stop of the vehicle and a signal from an accelerator opening sensor 70 provided on an accelerator pedal (not shown) are input to the control unit 52. The switching valves 48 and 50 and a relay (not shown) of the rotary electric motor 14 are connected to the output side of the control unit 52, and the operation is controlled by respective control signals.

A signal from a shift position sensor 60 for detecting a control position and a control mode of the automatic transmission 18 selected by a shift lever or the like is also input to the control unit 52. The control positions of the automatic transmission 18 include, for example, a D position in which an appropriate gear is automatically selected from each forward gear, a two position in which an appropriate gear is selected from limited gears, and an L position. is there. Also,
Put the gear transmission unit 22 in a neutral state that does not transmit power N
There are a position, an R position for selecting reverse, and a P position for mechanically locking the output side of the gear transmission unit 22 to prevent the vehicle from moving. Further, the present device is provided with a manual shift mode in which a driver can select a shift speed. In this mode, the driver operates a shift-up switch or a shift-down switch provided on the steering wheel, for example, to shift the gear by one step to a higher side or a lower side to perform a shift operation.

FIG. 2 is a flowchart showing the control of the rotary motor 14 executed by the control unit 52. First, it is determined whether the ATF needs to be heated (S
102). This determination also has the meaning of determining whether the ATF is effective when the ATF is heated. Specifically, the temperature of the ATF detected by the transmission temperature sensor 56 is a predetermined value. If the value is below the reference value, a positive determination is made.

If the determination is affirmative, that is, if heating is required, it is then determined whether the SOC exceeds a predetermined reference value Lo% based on the SOC of the battery (not shown) detected by the SOC sensor 68. It is determined (S104). The reference value Lo% is determined corresponding to the minimum required electric power for generating heat by the rotary motor 14. Step S102
Alternatively, if the determination in S104 is negative, this routine ends.

When the SOC is higher than the reference value, it is determined whether the vehicle is running next based on, for example, the vehicle speed detected by the vehicle speed sensor 54 and the shift position detected by the shift position sensor 60. You. During traveling, the rotary electric motor 14 can generate heat while generating torque.

If the vehicle is running, torque generation control of the rotary motor 14 is performed (S108). In this embodiment,
The torque generation between the internal combustion engine 12 and the rotary electric motor 14 is shared according to the control map shown in FIG. 3, and the internal combustion engine 12 is used in a region where the vehicle speed and the accelerator opening are high, and in a region where the vehicle speed and the accelerator opening are low. In this case, torque is generated by the rotary motor 14. When the vehicle is driven by the internal combustion engine 12 and an output increase request is made by operating an accelerator pedal or a shift lever, the internal combustion engine 12
If the output of the internal combustion engine 12 is increased to generate electric power by the rotary electric motor 14 while warming up the internal combustion engine 12 and charge the battery, the ATF is heated by an increase in the output of the internal combustion engine 12. Further, if an output increase request is issued while the vehicle is driven by the internal combustion engine 12, the torque is shared by generating torque in the rotary electric motor 14 in addition to the torque generation by the internal combustion engine 12. ,
The ATF is heated by the heat generated when the torque of the rotary electric motor 14 is generated. On the other hand, the rotary motor 14
When the output is requested while the vehicle is driven, the ATF is heated by the heat generated by the increase in the output of the rotary motor 14.

If it is determined in step S106 that the vehicle is not traveling, a heat value required to heat the ATF to an appropriate operating temperature is calculated (S110). The required heat value is calculated based on the difference between the current temperature of the ATF detected by the transmission temperature sensor 56 and a predetermined reference value. The larger the difference, the larger the required heat value.
Note that the necessary heat generation amount is determined by the ATF in the bypass pipe 42.
The required calorific value may be calculated in consideration of the number of rotations of the mechanical oil pump 36 or the electric oil pump 40 which determines the flow rate of the ATF in the bypass pipe 42. Good.

Next, based on the calculated required heat value,
Non-torque generation control is performed (S112). This non-torque generation control refers to control in which only heat is generated without generating torque by the rotary motor 14. For example, by supplying single-phase AC power to three-phase windings of the rotary motor 14 at the same time, a hysteresis is applied to the stator. This is achieved by causing losses and thus heat.

As described above, in this embodiment, since the heat exchange is performed between the ATF conveyed through the bypass pipe 42 and the rotary motor 14, the ATF is generated by utilizing the heat generated by the rotary motor 14. Can be warmed.

Further, in this embodiment, the switching circuit 48 and 50 intermittently switch the bypass circuit capable of exchanging heat with the rotary motor 14 and the main circuit exchanging heat with the rotary motor 14. The ATF can be selectively heated as needed. Particularly, in the present embodiment, the switching valves 48 and 50 are controlled in accordance with the temperature of the ATF, so that the ATF can be heated when the temperature is low, which is preferable.

In this embodiment, the rotary motor 14 is controlled in accordance with the detected traveling state of the vehicle.
Can be executed at an appropriate timing in consideration of the running state.

It is to be noted that a manual discharge switch for distributing the ATF to the heat exchanging section 44 by the driver's manual operation may be provided in the vehicle interior so that the switching valves 48 and 50 can be manually operated. Can perform heating at any timing and can improve maintainability. Furthermore, if the execution contents of each processing step in the present embodiment and the flow rate of the ATF in the heat exchange unit 44 are sequentially displayed on an indicator such as a GPS display screen in the vehicle interior, the ATF can be checked while checking the current state. Can be preferably performed.

In the present embodiment, the AT is performed by using the rotary motor 14 which is a motor for driving a vehicle having a large heat value.
Since the configuration is such that the F is heated, the ATF can be efficiently heated. However, the electric motor in the present invention is a motor for driving another electric motor mounted on the vehicle, for example, the auxiliary rotary electric motor 30 or the electric oil pump 40. It may be.

In this embodiment, the bypass pipe 42
Of the rotary motor 14 is in contact with the outer surface of the case of the rotary electric motor 14, but instead of such a configuration, the bypass pipe 42 is connected so as to communicate with the inside of the case of the rotary electric motor 14, thereby forming the bypass pipe. The ATF from 42 may be configured to perform heat exchange by immersing and passing through the inside of the rotary motor 14 and directly cooling it. In any case, there is an advantage that the cooling of the rotary motor 14 can be performed simultaneously with the heating of the ATF.

In this embodiment, the temperature of the ATF, the SOC of the battery, the accelerator opening, the vehicle speed and the automatic transmission 18 are used as parameters for determining the control state of the rotary motor 14.
However, in the present invention, other parameters such as the elapsed time since the ignition switch 66 was turned on, the traveling distance such as the traveling distance, and the outside air temperature sensor 62 are used to detect the other parameters. Various parameters indicating the state of the vehicle, such as the outside air temperature, can be used.

In the present embodiment, the driving device is the automatic transmission 18, but the driving device in the present invention is a transmission other than a transmission combining a gear converter having a torque converter and a planetary gear mechanism, for example, The present invention can also be applied to a transmission that can continuously change the gear ratio by combining a pulley and an endless flexible member. The present invention also provides a manual transmission, a 2WD / 4WD switching device, a differential gear device,
The present invention can be applied to the supply of ATF to other devices constituting the drive device, such as an electric motor other than the rotary electric motor 14, and may be applied to a configuration in which ATF is supplied not only to a fluid pressure mechanism but also to a lubrication system. .

Although the present embodiment has been described with respect to a hybrid drive device having a plurality of types of prime movers, the present invention can also be applied to a transmission of a drive device in which only an internal combustion engine serves as a prime mover. Further, the present invention is applied to a transmission other than a transmission combining a gear transmission having a torque converter and a planetary gear mechanism, for example, a transmission combining a pulley and an endless flexible member and capable of continuously changing the gear ratio. It is also possible. The present invention also provides a manual transmission, 2W
The present invention is also applicable to supply of oil such as hydraulic oil and lubricating oil to other devices constituting a drive device, such as a D / 4WD switching device, a differential gear device, a transmission for a hybrid vehicle, and a motor generator for eco-run.

[Brief description of the drawings]

FIG. 1 is a schematic configuration diagram of a vehicle drive device according to an embodiment of the present invention.

FIG. 2 is a flowchart relating to control of a rotary electric motor.

FIG. 3 is a control map showing the sharing of torque generation between the internal combustion engine and the rotary electric motor.

[Explanation of symbols]

Reference Signs List 10 vehicle drive device, 12 internal combustion engine, 14 rotating electric motor, 18 automatic transmission, 20 torque converter, 2
2 gear transmission section, 24 fluid pressure control section, 32 radiator, 36 mechanical oil pump, 38 ATF pipe, 4
0 electric oil pump, 42 bypass pipe, 44 heat exchange section, 48, 50 switching valve, 52 control section, 56
Transmission temperature sensor, 58 Motor temperature sensor.

 ──────────────────────────────────────────────────続 き Continued on front page F term (reference) 3J063 AA02 AB01 BA17 XJ03 XJ07 XJ08 5H115 PC06 PG04 PI16 PI29 PI30 PO02 PO06 PO17 PU10 PU22 PU24 PU25 QA04 QE01 QE02 QE03 QE10 QE12 QI04 RB08 SE08 TB01 TI02 TO05 TO21 TO30 TO05 UI30 5H609 BB05 BB13 PP01 PP02 QQ05 QQ11 QQ21 RR12 RR67 SS23

Claims (8)

[Claims] 1. A device for controlling a fluid for a driving device used for operating a driving device for a vehicle, wherein a fluid path connected to the driving device and conveyed by the fluid for the driving device is heat-exchangeable with an electric motor. A fluid control device for a drive device, wherein the control device is provided in a device. 2. A device for controlling a fluid for a drive device used for operating a drive device for a vehicle, the device comprising: a first path connected to the drive device and transported by the fluid for the drive device, wherein A first path that is disposed so as to be able to exchange heat, a second path that is connected to the driving device and that conveys the fluid for the driving device, and a second path that is disposed so as to be unable to exchange heat with the electric motor; A control device for a fluid for a driving device, comprising: a switching valve that is intermittent with the first path and the second path. 3. The control device for a drive device fluid according to claim 2, wherein: a switching valve control unit that controls the switching valve; and a temperature detection unit that detects a temperature of the drive device fluid. Further, the switching valve control means controls the switching valve in accordance with the temperature detected by the temperature detection means, and the control device controls the fluid for the driving device. 4. The control device for a drive device fluid according to claim 1, further comprising control means for controlling the electric motor, and state detection means for detecting a state of the vehicle. The control device controls the electric motor according to the detected state of the vehicle, wherein the control unit controls the electric motor. 5. The fluid control device for a drive device according to claim 1, wherein the motor is a vehicle drive motor. 6. The control device for a drive device fluid according to claim 1, wherein the drive device is a fluid pressure mechanism. 7. The control device for a drive device fluid according to claim 6, wherein the fluid pressure mechanism is a transmission. 8. The control device for a drive device fluid according to claim 1, wherein the drive device fluid is heated by heat exchange between the electric motor and the fluid path. Control device for the drive device.